Aircraft cargo loading logistics system using machine readable identifiers

ABSTRACT

A cargo loading logistics system for verifying cargo loaded on an aircraft receives a desired restraint configuration from a database and determines an actual restraint configuration on the aircraft by receiving data from a plurality of machine readable identifiers corresponding to a plurality of install points and data from a plurality of machine readable identifiers corresponding to a plurality of restraints. The cargo loading logistics system then compares the desired restraint configuration with the actual restraint configuration and determines if the aircraft is properly configured to be loaded for an upcoming flight.

RELATED APPLICATIONS

The present application claims priority to U.S. Provisional ApplicationNo. 60/565,871, filed Apr. 28, 2004, whose contents are incorporated byreference. The present application has a specification substantiallysimilar to that of U.S. patent application Ser. No. 10/833,341, filedApr. 28, 2004.

FIELD OF THE INVENTION

The present invention is directed to a system for assisting cargoaircraft. More particularly, it is directed to a cargo loading systemfor cargo aircraft.

BACKGROUND INFORMATION

With the increasing emphasis on packages, mail, and other such itemshaving to arrive at its location “overnight”, more and more cargo isbeing shipped by aircraft 100 (See FIG. 1). While some aircraft areconfigured to transport cargo only, others are configured to transportboth passengers and cargo.

Typically, the items being shipped are first loaded onto pallets,containers, or the like. In the airfreight industry, any one of thesevarious categories of devices is referred to as a Unit Load Device 102(ULD). Within each category, the ULDs come in various sizes, shapes andcapacities and bear markings 104 that identify their type, maximum grossweight and tare weight, among other characteristics.

This initial task of placing the items to be shipped into a ULD may beperformed at a location away from the immediate vicinity of theaircraft. In due course, however, the ULD is weighed, brought to theaircraft and sent up a ramp 106, scissors lift, or other means and thenthrough a doorway 108. Once inside, the ULD is moved about the cargocompartment until it reaches its final position for the flight. Asdepicted in FIG. 2, on any given flight, a cargo aircraft 200 can carrya number of ULDs 202, of which aforementioned ULD 102 may be just oneexample, and so additional ULDs are brought onboard and placed in theirproper positions. In certain aircraft, not all ULDs are in the samecompartment, some being placed in the forward compartment 204 whileothers being placed in the aft compartment 206. And, as seen in theforward compartment 204, even ULDs of the same type need not necessarilyall be adjacent to one another. Also, in many aircraft, ULDs may beplaced on different vertical levels, or decks.

To facilitate moving around the ULD within the cargo compartment, thefloor of the cargo compartment is provided with a number of structureswith raised surfaces. These structures may take the form of parallelroller tracks arranged longitudinally along the length of the cargofloor, ball panel units, and the like. The bottom surface of the ULDrides on the raised surfaces provided by the rollers and balls of thesestructures, as it is moved within the compartment.

Once moved to its final position, further movement of the ULD isprevented for duration of the flight. This is done to ensure that theULD will not move about when the aircraft is subjected to rough air,vibrations, acceleration, deceleration, and rough landings. To preventmovement of the ULD in flight, the floor and side walls of the cargocompartment may be provided with restraints that serve to keep the ULDstationary.

One example of such a restraint is a latch that is removably fixed tothe floor and selectively adjustable between a deployed position and aretracted position. In the deployed position, an engaging member of thelatch is erect and rises above the upper surface of the rollers, wherebyit can confine movement of the ULD. In the retracted position, theengaging member is recessed, below the upper surface of the rollers sothat the ULD can pass over it. The latch itself may be moved between thedeployed and retracted positions simply by stepping on it or pressing aswitch. Such latches are known in the art, and come in different typesand sizes. The latches are positioned at predetermined “install points”on the cargo floor, the install points simply being defined as locationswhere there are holes, cutouts or other fixtures suitable for installinga latch. One example of such an install point may be between the railsof a roller track, another may be along a side rail on a wall of thecargo compartment.

A cargo floor may be provided with several hundred install points.However, not all install points are populated with restraints, due tothe weight and cost of the latter. For example, on a cargo floor having800 install points, perhaps 300 or so of these might be fitted withrestraints. Usually, the operator of the aircraft will consider thetypes of ULDs they are likely to use, along with the likely loadconfigurations, i.e., the various permutations in which differentnumbers and types of ULDs would be placed, and install a number ofrestraints accordingly.

FIG. 2 depicts a sample restraint configuration chart 250 of a cargofloor. This chart has a numbered grid 252 to establish an X-Y frame ofreference for identifying locations on the cargo floor. Variousrestraints are indicated by symbols 254 and legend 256 is provided toidentify the type of restraint associated with each symbol.

Each ULD normally requires multiple restraints, and different types ofULDs require different numbers of restraints. Operational criteria foreach ULD specify the required number of restraints to be used, and thelocations of those restraints relative to the ULD for when the ULD is atits maximum gross weight. They also specify a reduced maximum grossweight for when one or more of the required number of restraints ismissing. Thus, on a given flight, if one of several restraints to beused to secure a ULD is damaged or missing, that ULD may still betransported in the chosen position, but only if it meets the reducedmaximum gross weight specification.

The number of ULDs, the types of ULDs to be carried, and the weight ofeach ULD can change from flight to flight. Great care must be taken whenloading aircraft with cargo to assure that the weight and balance of theaircraft with the loaded cargo is acceptable. Aircraft performance andhandling characteristics are affected by the gross weight and center ofgravity limits. An overloaded or improperly balanced aircraft willrequire more power and greater fuel consumption to maintain flight, andthe stability and controllability may be seriously affected. Lack ofappreciation for the effects of weight and balance on the performance ofaircraft, particularly in combination with such performance reducingfactors as high density altitude, frost or ice on the wings, low enginepower, severe or uncoordinated maneuvers, and emergency situations, canbe a prime factor in aircraft accidents.

Before the ULDs are loaded, the load master, or other cognizantindividual, develops a desired load configuration that takes intoaccount the weight and balance criteria, and the number, types andweights of the ULDs. This desired load configuration indicates where, onthe cargo floor, each of the ULDs to be loaded onto the aircraft, shouldbe positioned. In its simplest form, then, the desired loadconfiguration is simply a two-column list, the first column identifyingeach ULD and the second its corresponding desired position.

The loading crew tasked with loading the aircraft receives a print outof the desired load configuration. But before loading the ULDs onto theaircraft, a ground member must establish that restraints of the correcttype are installed at the various install points. This is done to ensurethat each ULD's operational requirements for being secured by restraintscan be met. For this, the loading crew member, armed with the desiredload configuration, and relying on his or her familiarity with variousULDs, restraints and cargo floor equipment and assisted by color-codedmarkings on the cargo floor designating install points and the like,performs a visual inspection, and determines whether operable restraintsof the correct types are installed in the correct locations for each ofthe ULDs to be loaded onto the aircraft.

During the inspection process, the loading crew member may discover amissing, damaged, or inoperable restraint. In such case, he or shereports this to the load master or other cognizant individual, who thenmay check the ULD operational criteria to determine whether either alighter weight ULD or a different type of ULD could be located in thatposition, instead of leaving the position unused. Sometimes, it may bepossible to move a restraint from one install point where it will not beneeded for the upcoming flight, to another install point having amissing or damaged restraint, so that the ULD restraints requirementswill be satisfied.

SUMMARY OF THE INVENTION

In one aspect, the present invention is directed to a cargo loadinglogistics system and method for verifying that an aircraft cargocompartment is ready to receive cargo. A desired restraint configurationis obtained and this is compared to an actual restraint configuration,based on first information received from a plurality of machine readableidentifiers associated with respective install points, and secondinformation received from a plurality of machine readable identifiersassociated with respective restraints.

The actual restraint configuration may be modified, based on thecomparison. For example, it may be modified to satisfy the desiredrestraint configuration.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 a shows a Unit Load Device being loaded onto an aircraft, inaccordance with the prior art and FIG. 1 b shows a cut-away view of anaircraft carrying multiple unit load devices.

FIG. 2 shows a sample configuration sheet for an aircraft cargocompartment.

FIG. 3 a shows a restraint bearing a tag in accordance with the presentinvention.

FIG. 3 b shows a roller track having a tagged restraint positioned intagged install points in accordance with the present invention.

FIG. 4 a shows a restraint tag file.

FIG. 4 b shows an aircraft's install point tag file.

FIG. 4 c shows an aircraft's installed restraint file.

FIG. 5 shows the overall method of using a system in accordance with thepresent invention.

FIG. 6 shows various components of a system in accordance with thepresent invention.

FIG. 7 depicts a display that may be used in accordance with the presentinvention.

FIG. 8 is a flow diagram of the functionality performed by a portabledevice in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION

FIG. 3 a shows a restraint 300, in this case, a latch of the type knownto those skilled in the art, bearing a restraint tag 302. The tag 302 isa machine readable identifier, preferably in the form of a bar code tagor a radio frequency identification (“RFID”) tag. However, the tag 302can be any type of technology that can be read by a machine and helpsidentify the object to which it is affixed. While in a preferredembodiment, the tags are read by machine, it is possible for a tag tobear printed matter that a person can read and then transcribe, such asby typing onto a keyboard associated with computer or other device thatcan store the thus-transcribed tag information.

The restraint tag 302 may be affixed to the restraint 300 at any one ofa number of different times, and by any one of a number of differententities. For example, it is possible that the restraint tag is affixedto a restraint by the manufacturer, during or soon after manufacture. Insuch case, all restraints, when initially shipped, bear such a restrainttag. As an alternative, the restraint tag may be affixed just beforerestraint is installed in a cargo compartment, and this can be done bysuch varied entities as the aircraft manufacturer, the restraintmanufacturer, an aircraft maintenance & service organization, theaircraft owner or operator, or some other entity. In yet anotheralternative, the restraint tag is placed on a restraint that haspreviously been installed, such as when one wishes to retrofit a cargocompartment so as to benefit from the present invention.

Regardless of who affixes the restraint tag, upon affixing the restrainttag to a restraint, a data record for that restraint may be created.FIG. 4 a illustrates a Restraint Tag File 400 comprising a number ofdata records, each associated with certain types of informationassociated with a restraint, that may be specified. A data record 415may thus include the restraint tag number 402, (i.e., the tag numberaffixed to the restraint), an indication of the type of restraint 404,its part number 406, the date of manufacture 408, the manufacturer'sname 410, and a comment field. Other information may also be retained inthis file such as its load capacity, repair history, etc. Thus, byreading the restraint tag, one may quickly gain access to thisinformation, assuming the file 400 is connected in some manner to thetag reader.

It is possible that all restraints made by all manufacturers, whentagged, are ultimately entered into a single database, and theassociated information is subsequently accessible, in a read-only mode,to anyone with proper authorization. Alternatively, each aircraft owneror operator may maintain their own database of tagged restraints withoutregard to manufacturer, and a separate database may be created for eachsuch aircraft owned or operated. Other arrangements are also possible tokeep track of information about restraints. What is important is thateach restraint tag number is linked to information about the nature ofthe restraint, e.g., the type 404 or part number 406, so that one needonly read the restraint tag to determine the nature of the restraint.

FIG. 3 b shows a roller track 320 of the sort used in an aircraft cargofloor. Roller track 320 has a plurality of spaced-apart rollers 322positioned along a longitudinal direction thereof. Install point tags324 are provided at spaced apart locations on the exterior wall 326 of arail 328 of the roller track 320. These locations are adjacent toinstall points 330 at which a restraint 300 a may be installed, asdepicted by arrow 332.

It is understood that while FIG. 3 b depicts only a roller track,install points (and thus, install point tags) may be found on a varietyof tracks, ball panels, and other devices known to those skilled in theart on the floor of an aircraft cargo compartment. They may be alsofound on the side walls of the cargo compartment, as well. Regardless ofwhere the install point tags are located, they preferably are of thesame type as the restraint tags. That is, if one is, e.g., a bar code,so is the other. This allows one to use the same reader to read bothtags, as discussed further below.

The install point tags 324 are applied at the various install points 330when the roller track is itself installed on the aircraft cargo floor.In most instances, this happens when the aircraft is first beingconfigured, although retrofitting is also possible. Furthermore, theinstall point tags may, but need not be, applied by any of the variousentities that apply the restraint tags. Also, while it is preferablethat each install point in the aircraft cargo area will have an installpoint tag associated with it, it would be acceptable for fewer than allinstall points to have tags. The untagged install points will receivetags, as needed, during the aircraft's service lifetime.

When the install point tags are applied, a data record is created forthat tag. FIG. 4 b illustrates an Aircraft Install Point Tag File 420comprising a number of individual data records 425, each recordassociated with certain types of information associated with an InstallPoint. As seen in this embodiment, the information includes the installpoint tag number 422, the aircraft compartment 424 in which it islocated, the X-coordinate 426 on the floor of the cargo compartment andthe Y-coordinate 428 of the cargo compartment. A comment field 430 andperhaps even other fields may be provided to store other informationabout the install points.

In the file of FIG. 4 b, an X-coordinate location and a Y-coordinatelocation are associated with each install point tag, thereby implying atwo-dimensional cargo floor on which the various install points aresituated, and at which a corresponding install point tag is affixed. Itshould be noted, however, that additional or different (e.g.,“Z-coordinate”) location fields may be provided to keep track of installpoint tags that are affixed to install points on the side walls of thecompartment. In addition, in some aircraft where there is only a singlecargo compartment, there may be no need to keep track of a ‘compartment’field 424 at all.

Upon installing a tagged restraint 300 at a tagged install point, it isdesirable to link the two for future cross-reference. In a preferredmode of operation, the install point tag is read first and the restrainttag is read immediately after during a ‘registering’ mode of a tagreader and its associated data capture device, as discussed furtherbelow. The effect of this is to link a particular install point tag (andthus the location) with a particular tagged restraint installed at thatinstall point. Conceptually, this links together two tag numbers, andthus information associated with each, together. As a result, eachrestraint installed on the aircraft becomes associated with a particularinstall point, and thus a particular location.

FIG. 4 c shows an Aircraft Installed Restraint File 440 comprising arecord 445 for each two-pair which includes an install point tag number442 and a restraint tag number 450. Each record may also identify thecompartment 444, X-coordinate 446 and the Y-coordinate 448 of theinstall point tag within that compartment, as well as information aboutthe restraint type 460. It is understood that this file 440 has oneentry per installed restraint and so has no greater a number of entries(and typically fewer records) than the Aircraft Install Point Tag File420. However, both files 420, 440 are unique for a particular aircraft.

When the foregoing linking process is performed when the aircraft cargoarea is first being configured, this results in an original, or“baseline” configuration for the aircraft. This baseline configurationmay, however, be updated, as necessary, in which case the information infile 440 is preferably updated, so that it is kept current.

In the foregoing discussion, reference has been made to discrete files400, 420 & 440. It is understood that a single relational database mayinclude all of the underlying information, from which a specific querymay provide any subset of desired information corresponding to thesefiles. Thus, for example, it is possible that files 420 or 440 do notexist as discrete files, but only as cross-sections of what is availablefrom such a database. Furthermore, in such a database, the install pointtag numbers serve as a first type of identifying information that isassociated with a location of each of a first plurality of installpoints in the cargo compartments, while the restraint tag numbers serveas a second type of identifying information corresponding to a restrainttype or even unique restraint units. And when the first and second typesof identifying information are associated with each other, such asthrough tag reading operations, the restraints then become associatedwith the locations.

Furthermore, in the discussion above, the restraints are tagged withtags bearing unique identification numbers. This, however, is not arequirement of the invention. Due to the fact that there is a finitenumber, e.g., less than 100 or so, more or less standardized types ofrestraints, one may dispense with a uniquely numbered tag for eachrestraint, and instead use a bar code tag or RFID tag that directlycorresponds to the part number or description of the restraint. In suchcase, individual restraints of the same type are not distinguishablefrom one another and so the “Restraint Tag No.” fields 402, 450 in theFIGS. 4 a, 4 b, respectively, are redundant with the “Restraint Type”fields 404, 460.

FIG. 5 presents a flowchart 500 representing a high-level view of amethod to confirm the restraint configuration for an upcoming flight, inaccordance with the present invention.

In step 502, ULD information, i.e., information about the ULDs to beloaded onto the aircraft, is obtained. This information includes atleast the number and types of ULDs to be shipped, along with the grossweight of each. In step 504, information about the possible loadconfigurations aboard the aircraft is obtained. This informationprovides a plurality of options for arranging ULDs in the one or morecargo compartments of the aircraft. This information is normallydetermined at the time the aircraft cargo area is first configured fordelivery to the owner or operator of the aircraft; it may also bespecified at some later time, if the aircraft is re-configured. It isfurther understood that the sequence of steps 502 and 504 is notimportant, and so may be reversed.

In step 506, a desired load configuration is determined, based on atleast the ULD information and perhaps also the information about thepossible load configurations. In step 508, the desired restraintconfiguration corresponding to the desired load configuration isdetermined, based on the requirements of each ULD and the positions inwhich those ULDs are to occupy. Thus, the desired restraintconfiguration details which restraints are needed at which installpoints, if the desired load configuration is to be implemented for theupcoming flight. In this manner, the desired restraint configurationeffectively is a ‘wish list’ of what all restraints are needed and wherethey should be installed.

In step 510, the desired restraint configuration is checked against theinformation in the Aircraft Installed Restraint File 440 or, morespecifically, information in a relational database corresponding to atleast some of the entries depicted in the records of file 440. This isdone to see whether the desired restraint configuration from step 508 ismatched by the assumed current restraint configuration, based oninformation in the database for that aircraft. This comparison may bedone automatically by computer, using appropriate software, or manuallyby comparing lists of restraint and location data and/or view graphicaldisplays. The result from step 510 may be a determination that thedesired restraint configuration is matched by the assumed currentrestraint configuration (e.g., as indicated by the information in theAircraft Installed Restraint File 440). The result from step 510 mayinstead be that one or more of the desired restraint criteria are notmet on the aircraft as it is assumed to be currently configured (again,as indicated by the information in the Aircraft Installed Restraint File440), thereby producing a list of restraints presumed to be missing.

In either case, in step 512, one or more install tags and/orcorresponding restraint tags may be read to determine the actualrestraint configuration. The goal is to the determine whether thedesired restraint configuration, and thus the desired loadconfiguration, is possible. And if this is not possible, to determine analternative restraint configuration that results in slight changes tothe desired load configuration, yet preferably achieves the objective ofshipping all the items scheduled to be sent on that flight. Any changesmade to the locations of the installed restraints may also be registeredso as to update the database.

If it has been determined that a restraint is missing or damaged in step514, restraints may be moved from one install point where they are notneeded for the upcoming flight to another where they are needed.Likewise, if spare restraints of the appropriate type are available,they may be installed for the first time in an install point to helpsatisfy the preferred restraint configuration. Whenever a restraint ismoved or installed, the install point tag and the restraint tag areread, so as to register the pair and update the information in thedatabase, and thus in the Aircraft Installed Restraint File 440.

If, for any reason, it is not possible to fully satisfy the desiredrestraint configuration, then in step 514, an alternative, slightlydegraded alternative restraint configuration, such as one thatcorresponds to having one or more ULDs with a reduced maximum grossweight, will be selected. It is understood, as indicated by the doublearrows, that steps 512 and 514 occur more or less concurrently with achange being made, more tags being read, another change being made, etc.

In an alternative embodiment, one may skip step 512 and go directly tostep 514, as indicated by the dashed line. In such case, adjustmentswould be made based on the results of step 510.

In step 516, after either the desired or alternative restraintconfiguration is confirmed, a signal is sent to one or more of the loadmaster computer 610, the onboard cargo computer 640 and/or other devicesto indicate that the aircraft is ready to be loaded.

FIG. 6 pictorially presents various entities and components that mayplay a role in the present invention.

Aircraft support facility 602 may be located in a different city, stateor even country than the airport where the aircraft 604 is being loadedfor an upcoming flight. In the present context, an aircraft supportfacility 602 may be where an aircraft cargo compartment, with its rollertrack, ball panels and other fixtures, is initially established. This iswhere the install point tags and restraints may be initially installedand, during the lifetime of the aircraft 604, major repairs areperformed. It is understood that there may be more than one suchfacility worldwide to which aircraft 604 may go for such services, andall of these are condensed into the depicted facility 602 for purposesof the present discussion. One or more server computers 606 associatedwith facility 602 are charged with maintaining load/restraintconfiguration data 608 about any aircraft that uses facility 602, andproviding the load/restraint configuration data 608 upon request. Theload/restraint configuration data 608 may include the databasecontaining the information presented in at least the Aircraft InstallPoint Tag File 4 b and the Aircraft Installed Restraint File 4 c, andalso information about all load configurations possible with thatparticular aircraft. In general, this information is made available toany airport or other cargo loading facility visited by, or used by,aircraft 604. This allows loading crews and other personnel at thoselocations to obtain this information in advance of an aircraft'sarrival, and plan for the loading of that aircraft.

It may instead be the case that the aircraft 604 itself has an onboardcargo computer 640 which stores that aircraft's own load/restraintconfiguration data. This data is then provided to the load mastercomputer 610 upon the aircraft's arrival at the airport, either bywireless or wired communications link, or even by someone carrying acomputer-readable memory storage device having stored thereon theload/restraint configuration data.

In either case, the load/restraint configuration data is received by aload master computer 610 located at the airport where the aircraft is tobe loaded with cargo, and stored in an associated memory device 612. Theload master computer 610 also receives ULD data 614 for the upcomingflight, such as the number and types of ULDs to be loaded onto aircraft604 and the gross weight of each ULD.

The load master computer 610 then uses the ULD data and theload/restraint configuration data to determine a desired loadconfiguration for the upcoming flight and, from that, a desiredrestraint configuration, using known techniques. The load mastercomputer also compares the desired restraint configuration with theassumed current restraint configuration, the latter being included inthe load/restraint configuration data. This comparison produces a‘missing restraint list’, which preferably identifies by location andrestraint type or model number, all restraints that are among those inthe desired restraint configuration, but not in the assumed currentrestraint configuration. The desired load configuration, the desiredrestraint configuration, the missing restraint list and theload/restraint configuration data may then be downloaded to a portabledevice 615.

Preferably, the portable device 615 includes a processor and one or morememories for storing executable software instructions. The one or morememories also store information such as the desired load configurationfor the upcoming flight, the desired restraint configuration, theload/restraint configuration data, the missing restraint list, and thelike. The portable device further should include a communicationinterface such as a wireless network device for receiving and sendingdata to other computer systems, and also be configured to obtaininformation from a machine-readable identifier. In a preferredembodiment, the portable device may be a tablet-PC 616, a laptopcomputer 618, a personal digital assistant/cellphone 620 or the like,having a tag reader 622 of the sort used to read bar codes, interrogateand read RFID tags, or other such machine readable identifiers. The tagreader may be tethered to the portable device with communicationconducted over wired link, or may be wirelessly connected to it.

A loading crew member 624 takes the portable device into the cargocompartment and uses it as a tool to inspect restraints, record problemssuch as damaged or missing restraints (e.g., ‘false positives’—thosewrongly entered in the Aircraft Installed Restraint File 4 c), makeadjustments, update the database as needed, and report back to the loadmaster computer 610.

While the information downloaded to the portable device may be displayedto the loading crew as text, it may be advantageous to present theinformation through a graphical user interface. FIG. 7 illustrates apreferred graphical display 700 of a portable device. The principalwindow 702 of the display 700 has a labeled grid 704 corresponding tothe grid of the compartment being inspected. It is understood that onlya portion of the compartment may be displayed at a given time, the userbeing allowed to “scroll” the window to display other portions of thecargo floor.

The display 700 presents the proposed layout of the ULDs 706 byproviding the outline of each ULD. Within the ULD outline, the ULD type708, the maximum gross weight 709 a to be carried by that ULD, and theproposed gross weight 709 b to be carried by that ULD may also bedisplayed.

The restraints required for each ULD are indicated by symbols or otherindicia to signify different attributes. For example, the restraints inthe embodiment shown are indicated either by an “X” 710 or an “O” 712,the former indicating that the loading crew member has yet to read thecorresponding restraint's tag and the latter indicating that thecorresponding restraint's tag has already been read. An enclosing box714 may be used to designate a restraint on the missing restraint listwhile reverse video 716 may be used by the user, upon visual inspection,to designate a ‘false positive’ restraint. It is understood that otherschemes, such as other symbols, colors and shading patterns, andcombinations of these, among others, may be used to indicate differentrestraint attributes.

Furthermore, by moving a cursor 718 to a restraint symbol, informationabout the restraint can displayed in a window 720. This information mayinclude such things as the type of restraint and/or its model number andthe X, Y coordinates of that restraint, based on what the desiredrestraint configuration calls for.

The user checks each restraint in the desired restraint configuration,and indicates on the portable device whether that restraint isavailable, unavailability preferably being indicated by a yet anothersymbol. If a particular restraint is unavailable, load configurationsoftware in the portable device determines a degraded maximum grossweight for the affected ULD, and displays this in box 709 a on thedisplay. The proposed gross weight displayed 709 b may also be adjusteddownward, with the number flashing to remind the user later on that thatweight reduction must be added to another ULD or omitted from theshipment. A record of this reduction is noted in a data file to beshipped to the load master computer 610 and/or the onboard cargocomputer 640.

In the foregoing discussion, the load master computer provided thedesired load configuration for the upcoming flight, the desiredrestraint configuration, the load/restraint configuration data and themissing restraint list to the portable device 615. However, otherscenarios are possible.

In one scenario, the load master computer 610 plays no role and theportable device 615 itself is the one that obtains the load/restraintconfiguration data 608 and the ULD data 614, and then determines thedesired load and restraint configurations and the missing restraintlist.

In another scenario, the load master computer 610 determines the desiredload configuration and downloads this to the portable device 615. Theportable device obtains the load/restraint configuration data, eitherfrom the load master computer, or other source, such as the aircraftmaintenance facility 602. The portable device then determines thedesired restraint configuration and the missing restraint list.

FIG. 8 is a flow diagram of the functionality performed by a portabledevice used to verify or otherwise ensure that an actual restraintconfiguration matches the required restraint configuration for one of aplurality of predetermined loading configurations. Preferably, theportable device has previously been loaded with the various possibleloading configurations, along with software algorithms for determiningwhen variations (i.e., slight adjustments of the ULD positions) withinthe baseline configuration for each of these may be allowed. Preferably,these predetermined loading configurations and variation algorithms arein accordance with the published aircraft load/restraint configurationdocumentation for that aircraft.

At decision point 810, it is determined if the various predeterminedloading configurations (and thus the corresponding restraintconfigurations required for each) have been loaded into the portabledevice.

If the various predetermined loading configurations have not beenloaded, in step 812, they are obtained via a wired or wireless networkconnection, or by reading from a CD or other physical computer-readablemedium bearing such configurations. Preferably, the predeterminedloading configurations are stored in non-volatile memory.

At decision point 814, it is determined if the user has selected one ofthe predetermined loading configurations to verify. A pull-down menudisplaying no default configuration may be provided, with the user beingrequired to select from among a list of configurations. If the user hasnot made a selection, at 816, the user is prompted to make a selection.At this point, it is assumed that all the restraints (or other LineReplaceable Units) required to satisfy the selected restraintconfiguration are installed on the cargo floor at the correct installpoints; the task is to make sure that this is indeed the case.

At step 818, the position of each install point and installed restraintis determined by reading the machine readable identifier on each installpoint and restraint. For this, the user moves through the entirecompartment with reader device 622 to query all of the install pointsand restraints. Software in the portable device may prompt the user tofirst read the install point and then read the restraint, therebyestablishing the correlation between the two. The user may also be givenan opportunity to indicate if a particular restraint is broken ormissing. From reading the identifiers on each install point andrestraint, the actual restraint configuration of the aircraft isdetermined.

At step 820, the thus acquired actual restraint configuration iscompared to the selected restraint configuration. It is understood thatthis can be done incrementally as the user moves through the compartmentand reads each install point/restraint pair, or after all the installpoint/restraint pairs have been read.

At decision point 822, based on this comparison, it is determinedwhether the actual restraint configuration includes all the restraintsrequired to satisfy the selected restraint configuration, it beingunderstood that “extra” restraints not required to satisfy the selectedrestraint configuration may also be present are were read during theinspection process.

If all the restraints required to satisfy the selected restraintconfiguration are not present, then at step 824 the user is notifiedwhich restraints are missing. The user may also be presented withsuggestions and options to deal with the missing or broken restraints.One type of suggestion may be to identify “extra” restraints that may bemoved from one install point where they are not needed for the selectedrestraint configuration to another install point where they are needed.Another type of suggestion may be to indicate optional loadingconfigurations in the degraded area.

The user may also be given the option to send some or all of theinformation about missing or broken restraints and the varioussuggestions to another computer so as to notify others who may then takecorrective action.

The corrective action typically entails modifying the actual restraintconfiguration based on the results of comparing the selected restraintconfiguration with the actual restraint configuration. Such modificationmay result in the actual restraint configuration satisfying the selectedrestraint configuration, satisfaction being achieved by either havingthe actual restraint configuration exactly match the selected restraintconfiguration, or by ensuring that the actual restraint configurationhas all the restraints called for by the selected restraintconfiguration, plus others.

If all the restraints required to satisfy the selected restraintconfiguration are present, then at step 826, the user is provided with aconfirmation of this, such as by a visual signal and/or an audiblesignal on the portable device.

At step 828, the user is prompted to send status information to otherplatform(s). The status information may include such things asconfirmation that a particular loading configuration has been verified.The other platform(s) may include the load master computer 610 and theonboard computer 640, and perhaps other computers, as well. If the userelects to do so, the status information is sent 830.

At step 832, the user is given the option to send the actual restraintconfiguration information to other platform(s). The other platform(s)may include the load master computer 610, the onboard computer 640, andperhaps other computers, as well, including those tasked withmaintaining current restraint information back at the aircraftmaintenance facility 602. If the user elects to do so, the actualrestraint configuration is sent 834.

The various ‘send’ operations from the portable device may be donewirelessly, such as while the user operating the portable device isstill aboard the aircraft. Alternatively, one of more of the sendoperations may be done using wired, serial or parallel data links eitherby connecting the portable device to the platform(s) or to a network.

As disclosed, embodiments of the present invention allow any user tocorrectly configure an aircraft, regardless of skill, system knowledge,or training. In addition, embodiments of the present invention caninterface with external systems for downloading configurationinformation. This may assist not only in preparing for the next flight,but also in preparing for maintenance such as when a restraint is founddamaged or missing and a replacement is unavailable at the current stop,but may be made available at the next stop.

The present invention has been described with respect to specificembodiments. However, it will be appreciated that modifications andvariations of the present invention are covered by the above teachingsand within the purview of the appended claims without departing from thespirit and intended scope of the invention.

1. A method of verifying cargo restraints installed on an aircraft inpreparation for loading said aircraft, the method comprising: obtaininga desired restraint configuration; determining an actual restraintconfiguration on the aircraft by receiving first data from a firstplurality of machine readable identifiers corresponding to a pluralityof install points and by receiving second data from a second pluralityof machine readable identifiers corresponding to a plurality ofrestraints; and comparing the desired restraint configuration with theactual restraint configuration.
 2. The method of claim 1, furthercomprising modifying the actual restraint configuration, based onresults of comparing the desired restraint configuration with the actualrestraint configuration.
 3. The method of claim 1, further comprisingmodifying the actual restraint configuration to satisfy the desiredrestraint configuration.
 4. The method of claim 3, further comprisingmodifying the actual restraint configuration to exactly match thedesired restraint configuration.
 5. The method of claim 1, wherein thefirst plurality of machine readable identifiers and the second pluralityof machine readable identifiers are bar codes.
 6. The method of claim 1,wherein the first plurality of machine readable identifiers and thesecond plurality of machine readable identifiers are radio frequencyidentification tags.
 7. The method of claim 1, further comprising:sending the actual restraint configuration to another computer.
 8. Themethod of claim 1, wherein the first data and the second data identify aplurality of install point and restraint pairs.
 9. An aircraft cargoloading logistics system comprising: a computer system; and a readingdevice coupled to said computer system to receive identifier informationfrom a plurality of machine readable identifiers coupled to installpoints and restraints; wherein the computer system is configured toreceive a desired restraint configuration, determine an actual restraintconfiguration from the identifier information, and compare the desiredrestraint configuration with the actual restraint configuration.
 10. Thesystem of claim 9, wherein the plurality of machine readable identifiersare bar codes.
 11. The system of claim 9, wherein the plurality ofmachine readable identifiers are radio frequency identification tags.12. The system of claim 9, wherein the computer system is furtherconfigured to notify another device, if the desired restraintconfiguration matches the actual restraint configuration.
 13. The systemof claim 9, wherein the computer system is further configured to notifyanother device, if the desired restraint configuration does not matchthe actual restraint configuration.
 14. The system of claim 9, whereinthe computer system is configured to send the actual restraintconfiguration to another computer.
 15. The system of claim 9, whereinthe plurality of machine readable identifiers identify a plurality ofinstall point and restraint pairs.
 16. A computer readable medium havingexecutable software code stored thereon, that, when executed, causes acomputer to: receive a desired restraint configuration of an aircraft;determine an actual restraint configuration on the aircraft by receivingfirst data from a first plurality of machine readable identifierscorresponding to a plurality of install points and by receiving seconddata from a second plurality of machine readable identifierscorresponding to a plurality of restraints; compare the desiredrestraint configuration with the actual restraint configuration; anddetermine if the aircraft was properly configured based on thecomparison.
 17. The computer readable medium of claim 16, wherein thefirst plurality of machine readable identifiers and the second pluralityof machine readable identifiers are bar codes.
 18. The computer readablemedium of claim 16, wherein the first plurality of machine readableidentifiers and the second plurality of machine readable identifiers areradio frequency identification tags.
 19. The computer readable medium ofclaim 16, wherein said instructions further cause the computer to sendthe actual restraint configuration to a second computer.
 20. Thecomputer readable medium of claim 19, wherein the first data and thesecond data identify a plurality of install point and restraint pairs.21. A cargo loading logistics system for verifying a restraintconfiguration on an aircraft, said system comprising: means forreceiving a desired restraint configuration; means for determining anactual restraint configuration on the aircraft by receiving first datafrom a first plurality of machine readable identifiers corresponding toa plurality of install points and by receiving second data from a secondplurality of machine readable identifiers corresponding to a pluralityof restraints; and means for comparing the desired restraintconfiguration with the actual restraint configuration.